Energy Reports 5 (2019) 78–83

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Research paper

Performance and emission characteristics of diesel engine fueled with

rice bran biodiesel and n-butanol
∗ ∗ ∗ ∗
Geetesh Goga a , , Bhupendra Singh Chauhan a , , Sunil Kumar Mahla b , , Haeng Muk Cho c ,
a
School of Mechanical Engineering, Lovely Professional University, Punjab, India
b
Department of Mechanical Engineering, I.K. Gujral Punjab Technical University Campus, Hoshiarpur, Punjab, India
c
Department of Mechanical Engineering, Kongju National University, South Korea

article info a b s t r a c t

Article history: Due to the depletion of petroleum products and fatal emissions from the tailpipe of diesel engines it has
Received 15 September 2018 become a need to seek for the alternative of petroleum products for long-term use. Currently, researchers
Received in revised form 5 December 2018 and experts have come to the conclusion that biodiesel along with higher alcohols can be an appropriate
Accepted 10 December 2018
substitute for this situation. Former investigations have presented that biodiesel and higher alcohol can
Available online xxxx
help in improving the performance and depreciating harmful exhaust gases in a diesel engine. In the
Keywords: current investigation blends of diesel, rice bran biodiesel and n-butanol were prepared to check its effect
Diesel engine on performance and emission characteristics of a diesel engine. Biodiesel was prepared by single stage
Biodiesel alkaline transesterification process in this study and after that blends of diesel–biodiesel and diesel–
Butanol biodiesel-n butanol were prepared as B10, B20, B10 nb10 and B20 nb20. Then these blends were tested in
Emission
a single cylinder, small utility diesel engine with a rated power output of 3.73 kW to compare them with
baseline diesel. Experimental investigation demonstrates that blends of rice bran biodiesel and n-butanol
can be used as a fuel in a diesel engine without any change in the engine.
© 2018 Published by Elsevier Ltd. This is an open access article under the CC BY-NC-ND license
(http://creativecommons.org/licenses/by-nc-nd/4.0/).

1. Introduction
Diesel engines are one of the dominant prerequisites nowadays
in so many sectors owing to the fact that it has better fuel econ-
omy, higher efficiency, more reliability, lower fuel cost, and long-
lasting capacity. Tailpipe emissions from these engines are very
badly affecting the mankind and habitat from so many decades.
Moreover, due to the hike in automobiles on roads the fossil fuels
are depleting at an alarming rate which may result in its permanent
deterioration in few decades. To overcome this, diesel engine spe-
cialists, researchers, and combustion analysts are trying to find a
substitute fuel which can upgrade the performance characteristics
of the engine and cut down exhaust emissions (Mahalingam et al.,
2018; Mahla et al., 2018a; Singh et al., 2018; Chauhan et al.,
2011). Biofuels is the primary choice of the researchers amidst
all alternative fuels due to its properties which help in producing
fewer greenhouse gases and soot emissions. Furthermore, these
are sustainable in nature and economical than conventional fu-
els (Singh et al., 2018). Researchers have done experimentation
and simulation study on diesel engines by using biodiesel prepared
from various vegetable and animal fat oils and found that amidst
∗ Corresponding authors.
E-mail addresses: geeteshgoga@gmail.com (G. Goga),
bhupendradce@gmail.com (B.S. Chauhan), mahla.sunil@gmail.com (S.K. Mahla),
haengmukcho@hanmail.net (H.M. Cho).
reasonable, low grade and renewable vegetable oils Rice bran oil
secures top position (Yuan et al., 2013; Chauhan et al., 2010a;
Singh et al., 2012; Chauhan et al., 2010b; Sharma et al., 2013; Rai
et al., 2013b; Goga et al., 2018; Chhabra et al., 2017). Bora and
Saha (2015) explored the opportunity of using Rice bran biodiesel,
Palm oil biodiesel and Pongamia oil biodiesel as pilot fuel for a
biogas run dual fuel diesel engine and revealed that Rice bran
methyl ester was best in performance among all biodiesel oils.
Liquid fuel reinstatement was also found maximal for Rice bran
biodiesel whereas there was a decrement in HC and CO emissions
for Rice bran methyl esters. The emission study also stated that
NOx emission declined for Palm oil and Pongamia oil methyl esters.
Kaimal and Vijayabalan (2015) performed an experimental investi-
gation on a diesel engine using Rice bran oil biodiesel and plastic oil
and concluded that brake specific energy consumption of Rice bran
methyl esters is more than plastic whereas the thermal efficiency
of the engine was on the lower side with Rice bran biodiesel and
plastic oil as compared to that of diesel.
Diesel engine experts have proved that the inclusion of higher
alcohol in fuel helps in developing its properties. n-butanol is a
dominant priority of researchers as a fuel in diesel engine owing
to its inferior viscosity, higher calorific value and finite moisture
absorbing capacity (Bora and Saha, 2015; Kaimal and Vijayabalan,
2015; Ndaba et al., 2015). Rakopoulos et al. (2015) mixed various
proportions of blends of biodiesel, cottonseed vegetable oil, n-
butanol, and ethanol and tested the combustion and emission

https://doi.org/10.1016/j.egyr.2018.12.002
2352-4847/© 2018 Published by Elsevier Ltd. This is an open access article under the CC BY-NC-ND license (http://creativecommons.org/licenses/by-nc-nd/4.0/).
 G. Goga, B.S. Chauhan, S.K. Mahla et al. / Energy Reports 5 (2019) 78–83 79

characteristics of a six-cylinder diesel engine with turbocharger. Table 1

For the steady-state conditions it was observed that smoke de- Properties of n-butanol.

creased when biodiesel blends were used. When biodiesel was Properties n-butanol

blended with vegetable oil NOx increased, but it decreased with n- Chemical formula C4 H10 O
Research octane number 96
butanol and ethanol. Mahalingam et al. (2018) found the outcome
Cetane number 17–25
of doping pentanol to mahua oil methyl esters on performance Low heating value (MJ/kg) 33.2
and emission characteristics of the engine. They concluded that Latent heat of vaporization at 25 ◦ C (kJ/kg) 626
by adding pentanol to biodiesel there was an increment in brake Kinematic viscosity at 20 ◦ C (mm2 /s) 2.63
thermal efficiency of the engine whereas brake specific fuel con- Density (g/m3 ) 0.81
Flash point (◦ C) 35
sumption was less as compared to pure biodiesel. There was a
Auto ignition temperature (◦ C) 343
decrement in exhaust emissions with pentanol addition. Nitrogen Oxygen (% by weight) 21.62
oxide, carbon monoxide, hydrocarbons, and smoke emissions were Boiling point (◦ C) 117
fewer considerably. Jindal et al. (2015) concluded that by addition
of small quantity of n-butanol in diesel and waste cooking oil
Table 2
biodiesel blends brake specific fuel consumption enhanced, whilst Properties of fuels used.
carbon monoxide emissions were found to be decreased; hydro- Property Diesel B100 n-Butanol ASTM standard
carbon and nitrogen oxide emissions were detected to be on the
Density (kg m3 ) 835 868 810 900
higher side in comparison with neat diesel. Atmanli (2016) com- Viscosity (cSt) 2.72 4.38 3.64 1.9–6
pared ternary blends of diesel and higher alcohols. They adopted Calorific value (kJ kg1 ) 43 400 39 488.5 33 000 >33 000
propanol, n-butanol, and 1-pentanol as higher alcohols and came Cloud point (◦ C) −8 1 −2 to 12
to a conclusion that with 20% propanol addition in diesel and Pour point (◦ C) −6 −2 −45 −15 to 10
Flash point (◦ C) 78 155 35 >130
waste oil biodiesel, increased brake specific fuel consumption can
FFA (%) 0.12 <2.5
be achieved as compared to n-butanol and 1-pentanol addition. Saponification number (SN) 202.5
Hydrocarbon and nitrogen oxide emissions were on the lower side Iodine value (IV) 79.67
whereas carbon monoxide emissions were more for all blends of Cetane number (CN) 50 55.32
higher alcohols in comparison to diesel.
Blends of diesel and biodiesel have been tested by so many
diesel engine expert, but the use of these blends for an extended the exhaust. According to open literature, no study has yet been
period results in a dilemma concerning operation and endurance initiated by any researcher to find out the effect of n-butanol on a
of the engine due to higher viscosity, lower energy content, higher diesel engine fueled with Rice bran biodiesel. Hence, in the current
pour point, lower volatility etc. of biodiesel (Murugesan et al., experimentation, the effect of Rice bran methyl esters blended
2009; Sivalakshmi and Balusamy, 2011). To overcome this n-
with n-butanol will be evaluated on a diesel engine.
butanol is added to blends of diesel and biodiesel which can assist
in utilizing these blends in diesel engines for a long-term without
2. Materials and methodology
any hassle owing to properties of n-butanol like lower pour point,
lower viscosity, higher miscibility, lower density, improved blend-
2.1. Fuel properties and mixing
ing stability etc. (Agarwal, 2007; Sukjit et al., 2018). Yoshimoto and
Onodera (0000) blended n-butanol with rapeseed oil and diesel
to figure out the performance and emission characteristics of a The oil derived from the tough outlaying beige colored coating
diesel engine and wound up that by blending 29% of n-butanol in of rice is known as Rice bran oil. Non-edible grade Rice bran oil
diesel and biodiesel there was not much change in BSEC of the was purchased from the local market to prepare biodiesel. Trans-
engine whereas smoke opacity was on the lower side. When n esterification process was used to produce biodiesel from Rice bran
butanol was blended with neem oil and diesel a decline in graph oil in the chemistry lab. Other chemicals like methanol (purity
of HC, CO, NOx, soot, BTE, and BSEC was reported by the authors in 98%), n-butanol (purity 99.8%), and potassium hydroxide (purity
comparison with baseline diesel, whereas compared to pure neem 97%) were bought from Joshi Chemicals, Punjab, India. n-butanol
oil the performance characteristics were higher, trend of emission was added as higher alcohol while methanol and potassium hy-
characteristics were similar as in comparison with conventional droxide was used as alcohol and catalyst respectively for preparing
diesel (Sivalakshmi and Balusamy, 2011). Rakopoulos (2013) used biodiesel. Measured properties of n-butanol are shown in Table 1.
cottonseed oil to blend with diesel and 20% n-butanol by volume In the present experimentation diesel and Rice bran oil biodiesel
and reported that the emission characteristics of blends incorpo- blends were prepared. The blended fuel comprises 10% and 20%
rating diesel, biodiesel, and n-butanol were higher relative to fossil of biodiesel by volume named as B10 and B20 respectively. Two
diesel. BSFC of the engine was decreased whereas BTE increased blends of diesel, rice bran oil biodiesel and n-butanol containing
for the same. Verma and Sharma (2016) selected Safflower oil to 10% and 20% of n-butanol were also prepared titled as B10–nBu10
blend with diesel and n-butanol. The authors noticed that BSFC of and B20–nBu20 respectively.
the engine was higher in comparison to neat diesel when diesel–
n-butanol blends were used. It was also disclosed that when less 2.2. Transesterification and biodiesel production process
than 50% biodiesel by volume was blended in diesel and n-butanol
increased BTE was achieved relative to pure diesel. NOx, CO, and Single stage alkaline transesterification process was adopted for
CO2 exhalations were increased, while HC emissions decreased producing biodiesel form Rice bran oil. A solution comprising of
with blends of safflower oil and n-butanol in relation with natural 135 mL of methanol and 2.5 mL potassium hydroxide was blended
diesel. with 500 ml rice bran oil at a molar ratio of 10:1 and heated for a
The review of the literature has concentrated largely on perfor- period of 120 min at a temperature of 50 ◦ C (Verma and Sharma,
mance and emission characteristics of diesel engines fueled with 2016). Various properties of Rice bran oil biodiesel and n-butanol
biodiesel and higher alcohol blends. It can be seen that methyl are shown in Table 2 which presents that according to biodiesel
esters and n-butanol can increase the efficiency of the engine standard ASTM D6751 all the fuels are in reach of the particularized
and can also help in reducing the harmful gases emitted from check.
80 G. Goga, B.S. Chauhan, S.K. Mahla et al. / Energy Reports 5 (2019) 78–83

Table 3
Engine specification.
Parameter Description
Manufacture Kirloskar
Engine type Vertical, 4-stroke
Rated power output (kW) 3.75
Engine cooling Air cooled
Engine speed (rpm) 1500
No. of cylinder 1
Stroke length, (mm) 110
Bore (mm) 87.5
Compression ratio 16.5:1
Displacement volume (cc) 252.9
Injection pressure (kg cm−2 ) 200

Table 4
Uncertainty, range and accuracy of gas analyzer and smoke meter. Fig. 2. Variation of BSFC with load.
Exhaust emissions Range Accuracy Uncertainties
HC 0–19,999 ppm ± 10 ppm ± 0.1 (%)
CO 0–4000 ppm 0.015% ± 0.4 (%)
to some uncertainties. To make sure that the obtained results are
Smoke 0.005% ± 1.0 (%)
NOx 0–4000 ppm ± 10 ppm ± 0.2 (%) accurate uncertainty analysis must be performed. Calibration of
all the apparatus used for experimentation is also necessary for
getting the exact value. Most of the familiar investigators advise
performing this analysis. Accordingly, to achieve a valid value all
the experimentation was performed in a way that readings were
taken more than two times and after that arithmetic mean of the
entire range of values was calculated.

5. Result and discussion

The performance and emission parameters of the diesel engine

energized with rice bran methyl esters and n-butanol are discussed
in this segment. Whole experimentation was repeated for three
times and mean value was taken to assure the certainty of the
result.

5.1. Performance characteristics

5.1.1. Effect on brake specific fuel consumption

Fig. 1. Schematic diagram of experimental set up.
3. Experimental set up
A single cylinder, small utility diesel engine with a rated power
output of 3.73 kW was employed in this study. It was direct
injection; air-cooled engine manufactured by Kirloskar Oil India
Ltd. Experimentation was done at a constant speed of 1550 rpm.
Technical specification of the experimental test set up is illustrated
in Table 3.
The power output of the engine was measured by an eddy
current dynamometer coupled with the engine shaft and loaded
with help of resistive load bank. An AVL DIGAS 444 N gas analyzer
was used to measure the concentration of gaseous emissions such
as unburned hydrocarbon, carbon monoxide, carbon dioxide, and
nitrogen oxides. Digital readings of all the gaseous emissions were
obtained by placing the probe in the exhaust of cylinder. A smoke
meter was used to measure the smoke opacity. Accuracy and range
of gas analyzer and smoke meter are shown in Table 4. Schematic
of the engine set up is shown in Fig. 1.
4. Uncertainty analysis
Uncertainty is used to calculate any miscue of a conclusion.
The authenticity of the experimental study may be affected due
Brake Specific fuel consumption is a crucial criterion, to ex-
amine the efficiency with which the fuel is being consumed in
an engine (Singh et al., 2018). Fig. 2 shows variations of BSFC
when the engine was fueled with Rice bran methyl esters and n-
butanol compared to baseline diesel. It was observed that with
increment in load utilization of fuel decreased for all test fuels. It
may be owing to the fact that at part loads the temperature of the
cylinder is inferior as compared to high engine loads which bring
about partial combustion of fuel and consequently contributes to
higher BSFC. When combustion of fuel is not complete, it results
in an excess amount of fuel required to get the same amount
of energy and hence results in higher BSFC. Maximum BSFC was
noted for B20 nb20 fuel blend at 20% engine load and minimum
BSFC was recorded for pure diesel at 80% engine load. As the
quantity of Rice bran biodiesel was increased in fuel blend BSFC
was also on the higher side which can be owing to more viscosity,
low calorific value and the high index of hydrogen deficiency of
biodiesel (Verma et al., 2015). Lower energy content and higher
viscosity of fuel leads to partial combustion and hence results in
improved BSFC. BSFC also found to be increased with increase in
the amount of n-butanol in fuel blends. It is correlated with the
fact that the calorific value of n-butanol is less than that of baseline
diesel and n-butanol ignites with lesser efficiency as compared
to diesel (Satsangi and Tiwari, 2018; Dogan, 2011; Rakopoulos
et al., 2010). Lesser efficiency of ignition of fuel leads to partial
combustion of fuel and consequently higher BSFC.
 G. Goga, B.S. Chauhan, S.K. Mahla et al. / Energy Reports 5 (2019) 78–83
Fig. 3. Variation of BTE with load.
5.1.2. Effect on brake thermal efficiency
Brake thermal efficiency is the ratio of brake power output
to the energy of fuel consumed. It speaks for the combustion
quality of the engine (Mahla et al., 2018b). From Fig. 3 it was
noticed that BTE was directly proportional to engine load for all
fuel blends. Similar trends were also observed by Bora and Saha
(2015) and Dhamodaran et al. (2017). It may be due to the fact
that at higher engine loads the cylinder temperature enhances
and hence complete combustion is attained which consequently
results in higher BTE. Impartial combustion of fuel aids in burning
of more fuel and increasing the output of the engine and improving
the BTE. It was also found that BTE was higher for B10 fuel blend
than natural diesel due to the fact that biodiesel is an oxygenated
fuel which aids to complete combustion of fuel, whereas it was
lower for B20 in comparison with fossil diesel owing to higher
viscosity and lower energy content of biodiesel (Jindal et al., 2015).
Improved content of oxygen in fuel contributes to providing more
oxygen for proper burning of fuel and bring about an increase in
BTE. Due to higher viscosity and lower calorific value of fuel, the
combustion of fuel inside the cylinder is not achieved completely
which serves in resulting lower BTE. Highest BTE was noticed for
B10 fuel blend at full load whereas for fuel blend B20 nb20 lowest
BTE was observed at 20% load. BTE was also found to be lower than
baseline diesel with the inclusion of n-butanol in all test fuels. It
can be attributed to the fact that the cooling effect is generated
by n butanol which leads to decreased BTE (Osman Emiroglua and
Sen, 2018). Decreased cylinder temperature owing to the cooling
effect of n-butanol contributes to impartial combustion of fuel and
consequently lower BTE.
5.2. Emission characteristics
5.2.1. Variation of CO with engine load
Carbon monoxide emissions are the result of incomplete com-
bustion of hydrocarbons available in the fuel. Exhalations of CO
mainly banks upon air–fuel mixture. When carbon present in the
fuel reacts with oxygen inside the combustion chamber, CO is
the outcome of the partial combustion. If complete combustion
is achieved, carbon and oxygen react to form CO2 . Exhalations of
CO are mainly relying on the air–fuel mixture. Lack of ample air
does not allow all the carbon to convert into CO2 and results in
the formation of CO emissions. Fig. 4 depicts that CO emissions
firstly decreases with engine load up to a particular limit and
then increase with the increase in load. CO emissions decreased
owing to low cylinder temperature at intermediate loads which
restricts the combustion of hydrocarbons and hence leads to lower
CO emissions. The lean air–fuel mixture at higher engine loads
bring about partial combustion and hence contributes to increased
81
Fig. 4. Variation of CO with load.
CO emissions. Owing to rich fuel–air mixture lesser content of
oxygen is provided to the fuel for complete combustion and hence
partial combustion is attained. The same trend was observed by
Satsangi and Tiwari (2018) and Rakopoulos et al. (2010). It can also
be seen that addition of biodiesel in biodiesel–diesel fuel blends
is inversely proportional to CO emissions which is very similarly
observed by Chauhan et al. (2012) and Chauhan et al. (2013). It may
be due to improved combustion of biodiesel in comparison with
diesel, as biodiesel contains lower carbon contents and more oxy-
gen particles (Abed et al., 2018). Increased quantity of oxygen and
decreased amount of carbon in the fuel aids in providing sufficient
oxygen to the combustion products and hence leads to impartial
combustion of fuel. As a result of complete combustion owing to
the high amount of oxygen in n-butanol, lower CO emissions were
detected for fuel blends containing n-butanol (Celebi and Aydın,
2018).
5.2.2. Variation of HC with engine load
Hydrogen and carbon are the main constituents of the diesel
fuel. Hydrocarbon emissions are the outcome of partial combustion
of fuel inside the combustion chamber (Sakthivel et al., 2017). A
lean mixture of air and fuel leads to low flame speeds which results
in incomplete combustion, is the primary cause of emissions of hy-
drocarbons. The deposits of carbon inside the combustion chamber
are porous. When the mixture of air and fuel is compressed, some
hydrocarbons struck in these pores and do not burn during the
power stroke, and are emitted by the cylinder during the exhaust
stroke. Fig. 5 shows that for fuel blend B10 HC emissions were
found to be lower than baseline diesel whereas the minimum
amount of HC emissions were recognized for B20 which may be
correlated with short ignition delay due to higher cetane number
of biodiesel as compared to diesel (Alloune et al., 2017). Shorter
ignition delay period brings about more complete combustion of
fuel and consequently, lower hydrocarbon exhalations are emitted.
Addition of n-butanol in fuel blends attributed in increased HC
emissions which may be due to longer ignition delay owing to
low cetane number of higher alcohols (Atmanli, 2016). Partial
combustion of fuel is achieved as a consequence of longer ignition
delay period. The minimum value of HC exhalations was noted for
B20 fuel blend at 20% engine load and maximum HC emissions
were recorded for B20 nb20 fuel blend at 100% load. For pure diesel
highest value of HC emissions was found to be 5.31 g/kWh at 20%
load and lowest value of 5.01 g/kWh was observed at full load
conditions.
5.2.3. Variation of NOx with engine load
Nitrogen Oxides are the consequences of reaction between oxy-
gen and nitrogen particles inside the engine cylinder especially at
82 G. Goga, B.S. Chauhan, S.K. Mahla et al. / Energy Reports 5 (2019) 78–83
Fig. 5. Variation of HC with load.
Fig. 6. Variation of NOx with load.
high temperature (Serin and Yıldızhan, 2017). As reported by Zel-
dovich mechanism, the phenomenon of NOx formation in a com-
pression ignition engine is exhibited as following (Mahalingam
et al., 2018)
N2 +[O]→NO + [N]
[N] + O2 →NO + [O]
[N] + [OH]→NO + [H]
It was established from Fig. 6 that NOx emissions were more
for biodiesel blends as compared to diesel which banks on higher
combustion temperature of biodiesel (Nabi Nurun et al., 2017)
and higher unsaturation degree (Jeevahan et al., 2018). Increased
temperature of combustion leads to the reaction of oxygen and
nitrogen atoms at a higher rate. Minimum and maximum values
of NOx emissions were recorded for B20 nb20 and B20 fuel blend
at 20% and 100% load respectively. NOx emissions were found to be
on higher side with the increase in engine load whereas inclusion
of n-butanol helps in trimming down NOx emissions. Reason for
later can be lower viscosity and higher heat of vaporization of n
butanol which results in better atomization properties and de-
creasing the combustion temperature respectively (Jiaqiang et al.,
2017). Superior atomization properties result in improved com-
bustion and, inferior combustion temperature aids in minimizing
the reaction between nitrogen and oxygen.
5.2.4. Variation of smoke with engine load
Incomplete combustion of fuel aids in producing smoke which
helps in originating smoke opacity (Chauhan et al., 2016). It is an
unintended measure of existence of soot particles in the exhaust.
Fig. 7 presents an increased trend of smoke emissions with the
increase in load which is due to the high utilization of fuel at higher
Fig. 7. Variation of smoke with load.
loads. When excess fuel enters inside the combustion chamber
at high engine loads it results in partial combustion of fuel and
consequently more smoke emissions. Fossil diesel was found to
have the maximum value of smoke opacity at full load whereas the
minimum value of smoke emissions was noted for B10nb20 fuel
blend at 20% engine load. Fuel blends with biodiesel were having
decreased level of smoke emissions than pure diesel owing to a
higher amount of oxygen in biodiesel which helps to achieve com-
plete combustion of fuel (Abed et al., 2018). There was a further
decrease in smoke opacity with the inclusion of n-butanol in the
fuel blends which may be the result of the higher oxygen content
of n-butanol (Zheng et al., 2015; Rai et al., 2013a). More quantity
of oxygen in fuel aids in supplying ample amount of oxygen atoms
to the combustion products and consequently results in complete
combustion of fuel.
6. Conclusions
An experimental investigation was performed on a single cylin-
der diesel engine using rice bran biodiesel and n butanol blends
B10, B20, B10 nb10, B20nb20. Performance and emissions charac-
teristics were noted at various engine loads and BSFC, BTE, CO, HC,
NOx, and smoke were compared with diesel fuel. Following was
concluded:
1. Brake specific fuel consumption increased with increase in
the quantity of biodiesel and n-butanol in the blends and is higher
than diesel fuel.
2. Brake thermal efficiency enhanced up to addition of 10%
biodiesel in fuel blends and lowered with the addition of 20%
biodiesel in fuel blends, and it was lesser than diesel for blends
having n-butanol.
3. Carbon monoxide emissions and smoke were found to be
decreased with the inclusion of rice bran biodiesel in the blends
and were further decreased with n-butanol.
4. Blends with rice bran oil also found to reduce hydrocarbon
emissions, but with addition of n-butanol it increased.
5. Nitrogen oxide emissions reported more by adding biodiesel
in fuel blends whereas blends having n-butanol shows a decrement
in same.
Acknowledgments
This work was supported under the framework of international
cooperation program managed by the National Research Founda-
tion of Korea (NRF-2017K2A9A1A01092911).
 G. Goga, B.S. Chauhan, S.K. Mahla et al. / Energy Reports 5 (2019) 78–83
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